Upgradable aircraft in-flight entertainment system and associated upgrading methods

ABSTRACT

A method for installing and operating an aircraft in-flight entertainment system preferably includes installing an entertainment source on the aircraft; installing spaced apart signal distribution devices, each generating audio signals for at least one passenger in an audio-only mode, and generating audio and video signals to at least one passenger in an audio/video mode; installing a cable network connecting the entertainment source to the signal distribution devices; and operating the aircraft in-flight entertainment system with at least one predetermined signal distribution device in the audio-only mode. In addition, the method preferably includes later upgrading the aircraft in-flight entertainment system by connecting at least one passenger video display to the at least one predetermined signal distribution device to operate in the audio/video mode and while leaving the cable network unchanged. Accordingly, the downtime experienced by air carrier is greatly reduced over other systems which require significant recabling and other difficult equipment installation operations for upgrading.

FIELD OF THE INVENTION

The present invention relates to the field of aircraft systems, and,more particularly, to an aircraft in-flight entertainment system andassociated methods.

BACKGROUND OF THE INVENTION

Commercial aircraft carry millions of passengers each year. Forrelatively long international flights, wide-body aircraft are typicallyused. These aircraft include multiple passenger aisles and haveconsiderably more space than typical so-called narrow-body aircraft.Narrow-body aircraft carry fewer passengers shorter distances, andinclude only a single aisle for passenger loading and unloading.Accordingly, the available space for ancillary equipment is somewhatlimited on a narrow-body aircraft.

Wide-body aircraft may include full audio and video entertainmentsystems for passenger enjoyment during relatively long flights. Typicalwide-body aircraft entertainment systems may include cabin displays, orindividual seatback displays. Movies or other stored video programmingis selectable by the passenger, and payment is typically made via acredit card reader at the seat. For example, U.S. Pat. No. 5,568,484 toMargis discloses a passenger entertainment system with an integratedtelecommunications system. A magnetic stripe credit card reader isprovided at the telephone handset and processing to approve the creditcard is performed by a cabin telecommunications unit.

In addition to prerecorded video entertainment, other systems have beendisclosed including a satellite receiver for live television broadcasts,such as disclosed in French Patent No. 2,652,701 and U.S. Pat. No.5,790,175 to Sklar et al. The Sklar et al. patent also discloses such asystem including an antenna and its associated steering control forreceiving both RHCP and LHCP signals from direct broadcast satellite(DBS) services. The video signals for the various channels are thenrouted to a conventional video and audio distribution system on theaircraft which distributes live television programming to thepassengers.

In addition, U.S. Pat. No. 5,801,751 also to Sklar et al. addresses theproblem of an aircraft being outside of the range of satellites, bystoring the programming for delayed playback, and additionally disclosestwo embodiments—a full system for each passenger and a single channelsystem for the overhead monitors for a group of passengers. The patentalso discloses steering the antenna so that it is locked onto RF signalstransmitted by the satellite. The antenna steering may be based upon theaircraft navigation system or a GPS receiver along with inertialreference signals.

A typical aircraft entertainment system for displaying TV broadcasts mayinclude one or more satellite antennas, headend electronic equipment ata central location in the aircraft, a cable distribution networkextending throughout the passenger cabin, and electronic demodulator anddistribution modules spaced within the cabin for different groups ofseats. Many systems require signal attenuators or amplifiers atpredetermined distances along the cable distribution network. Inaddition, each passenger seat may include an armrest control andseatback display. In other words, such systems may be relatively heavyand consume valuable space on the aircraft. Space and weight areespecially difficult constraints for a narrow-body aircraft.

Published European patent application no. 557,058, for example,discloses a video and audio distribution system for an aircraft whereinthe analog video signals are modulated upon individual RF carriers in arelatively low frequency range, and digitized audio signals, includingdigitized data, are modulated upon an RF carrier of a higher frequencyto avoid interference with the modulated video RF carriers. All of thevideo and audio signals are carried by coaxial cables to areadistribution boxes. Each area distribution box, in turn, providesindividual outputs to its own group of floor distribution boxes. Eachoutput line from a floor distribution box is connected to a single lineof video seat electronic boxes (VSEB). The VSEB may service up to fiveor more individual seats. At each seat there is a passenger control unitand a seat display unit. Each passenger control unit includes a set ofchannel select buttons and a pair of audio headset jacks. Each displayunit includes a video tuner that receives video signals from the VSEBand controls a video display.

A typical cable distribution network within an aircraft may be somewhatsimilar to a conventional coaxial cable TV system. For example, U.S.Pat. No. 5,214,505 to Rabowsky et al. discloses an aircraft videodistribution system including amplifiers, taps and splitters positionedat mutually distant stations and with some of the stations beinginterconnected by relatively long lengths of coaxial cable. A variableequalizer is provided at points in the distribution system to accountfor different cable losses at different frequencies. The patent alsodiscloses microprocessor-controlled monitoring and adjustment of variousamplifiers to control tilt, that is, to provide frequency slopecompensation. Several stations communicate with one another by aseparate communication cable or service path independent of the RFcoaxial cable. The patent further discloses maintenance featuresincluding reporting the nature and location of any failure ordegradation of signals to a central location for diagnostic purposes.

Another disadvantage with conventional in-flight entertainment systemsis that considerable time is required to install the systems,particularly the cabling that extends throughout the aircraft.Accordingly, an aircraft may be out-of-service for a considerable timefor installation of such a system. Many airlines may be reluctant toinitially commit to a full scale system where all passenger seats arefully equipped for live TV viewing. Unfortunately, installing multipleportions of the system may require the aircraft being taken out ofservice on multiple occasions.

SUMMARY OF THE INVENTION

In view of the foregoing background, it is therefore an object of thepresent invention to provide a method and system which provides upgradeand reconfiguration options to the air carrier for an in-flightentertainment system and while reducing downtime for such changes.

These and other objects, features, and advantages in accordance with thepresent invention are provided by a method for installing and operatingan aircraft in-flight entertainment system comprising installing anentertainment source on the aircraft; installing spaced apart signaldistribution devices, each generating audio signals for at least onepassenger in an audio-only mode, and generating audio and video signalsto at least one passenger in an audio/video mode; installing a cablenetwork connecting the entertainment source to the signal distributiondevices; and operating the aircraft in-flight entertainment system withat least one predetermined signal distribution device in the audio-onlymode. In addition, the method preferably includes later upgrading theaircraft in-flight entertainment system by connecting at least onepassenger video display to the at least one predetermined signaldistribution device to operate in the audio/video mode and while leavingthe cable network unchanged. Accordingly, the downtime experienced byair carrier is greatly reduced over other systems which requiresignificant recabling and other difficult equipment installationoperations for upgrading. The method is particularly advantageous for asingle-aisle narrow-body aircraft where cost effectiveness and lowweight are especially important.

The entertainment source may preferably comprise a satellite receiver,such as a DBS receiver. Later upgrading preferably further comprisesleaving the at least one predetermined signal distribution deviceunchanged. Installing the cable network may comprise installing coaxialcable, power cable and data cable throughout the aircraft. Laterupgrading may include installing at least one passenger video display inthe aircraft, such as on backs of passenger seats.

The aircraft in some embodiments may include different seating classes.Thus, another aspect of the invention relates to offering differententertainment services based upon seating classes. In some aircraft thedifferent seating classes are reconfigurable, and the step ofreconfiguring offered entertainment services is based upon reconfiguringof the seating classes. Offering different entertainment services maycomprise offering different packages of television channels. Inaddition, the step of offering different entertainment services maycomprise offering audio-only and audio/video modes of operation basedupon seating classes.

Another method aspect of the invention is for upgrading an aircraftin-flight entertainment system in an aircraft including first and secondclasses of passengers. In particular, the aircraft in-flightentertainment system may comprise a satellite TV receiver, such as a DBSreceiver, and spaced apart signal distribution devices generating audioand video signals to at least one first class passenger in anaudio/video mode and generating audio signals for at least one secondclass passenger in an audio-only mode. A cable network connects thesatellite TV receiver to the signal distribution devices. The methodpreferably comprises installing at least one passenger video display forthe at least one second class passenger, and connecting at least onepredetermined signal distribution device for the second class passengersto the at least one passenger video display to operate in theaudio/video mode and while leaving the cable network unchanged tothereby upgrade the aircraft in-flight entertainment system. In otherwords, the invention is also advantageous for later upgrading from anaudio only mode for non-first class passengers to an audio/video mode.This approach provides an initial costs savings for the video displays,but permits ready upgrading.

Yet another aspect of the invention relates to a method for operating anaircraft in-flight entertainment system for an aircraft when seatingclasses are reconfigured. In particular, the in-flight entertainmentsystem preferably comprises a satellite TV receiver, such as a DBSreceiver, spaced apart signal distribution devices having a capacity topresent different entertainment services, and a cable network connectingthe receiver to the signal distribution devices. This method preferablycomprises offering different seating classes in the aircraft, offeringdifferent entertainment services based upon the seating classes, andreconfiguring offered entertainment services based upon reconfiguring ofthe seating classes. For example, offering different entertainmentservices may include offering different packages of television channels.Alternately, offering different entertainment services may compriseoffering audio-only and audio/video modes of operation based uponseating classes.

The invention is also directed to an aircraft in-flight entertainmentsystem operable and flexibly reconfigurable as described above. Thesystem may include an entertainment source, such as a satellite TVreceiver, a plurality of spaced apart distribution devices with eachdistribution device generating audio signals for at least one passengerin an audio-only mode, and generating audio and video signals to atleast one passenger in an audio/video mode. The system also preferablyincludes a cable network connecting the entertainment source to thesignal distribution devices. At least one first signal distributiondevice operates in the audio-only mode, and at least one second signaldistribution device operates in the audio/video mode. At least onepassenger video display is preferably connected to the at least onesecond signal distribution device. The cable network preferablycomprises a coaxial cable, a power cable and a data cable. The at leastone passenger video display may include at least one seatback videodisplay.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of the overall components of the aircraftin-flight entertainment system in accordance with the present invention.

FIGS. 2A and 2B are a more detailed schematic block diagram of anembodiment of the in-flight entertainment system in accordance with thepresent invention.

FIG. 3 is a schematic rear view of a seatgroup of the in-flightentertainment system of the invention.

FIG. 4 is a flowchart for a first method aspect relating to thein-flight entertainment system of the invention.

FIG. 5 is a flowchart for a second method aspect relating to thein-flight entertainment system of the invention.

FIG. 6 is a more detailed schematic block diagram of a first embodimentof an antenna-related portion of the in-flight entertainment system ofthe invention.

FIG. 7 is a side elevational view of the antenna mounted on the aircraftof the in-flight entertainment system of the invention.

FIG. 8 is a more detailed schematic block diagram of a second embodimentof an antenna-related portion of the in-flight entertainment system ofthe invention.

FIGS. 9-11 are simulated control panel displays for the in-flightentertainment system of the invention.

FIG. 12 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a soft-fail featureaccording to a first embodiment.

FIG. 13 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a soft-fail featureaccording to a second embodiment.

FIG. 14 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a moving map featureaccording to a first embodiment.

FIG. 15 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a moving map featureaccording to a second embodiment.

FIG. 16 is a flowchart for a method aspect of the in-flightentertainment system relating to payment and initiation of service inaccordance with the invention.

FIG. 17 is a schematic block diagram of the portion of the in-flightentertainment system relating to initiation and payment in accordancewith the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will be described more fully hereinafter withreference to the accompanying drawings, in which preferred embodimentsof the invention are shown. This invention may, however, be embodied inmany different forms and should not be construed as limited to theembodiments set forth herein; rather, these embodiments are provided sothat this disclosure will be thorough and complete, and will fullyconvey the scope of the invention to those skilled in the art. Likenumbers refer to like elements throughout, and prime notation is used toindicate similar elements in alternate embodiments.

The major components of an in-flight entertainment system 30 inaccordance with the present invention are initially described withreference to FIGS. 1 through 3. The system 30 receives television and/oraudio broadcast signals via one or more geostationary satellites 33. Thegeostationary satellite 33 may be fed programming channels from aterrestrial station 34 as will be appreciated by those skilled in theart.

The in-flight entertainment system 30 includes an antenna system 35 tobe mounted on the fuselage 32 of the aircraft 31. In addition, thesystem 30 also includes one or more multi-channel receiver modulators(MRMs) 40, a cable distribution network 41, a plurality of seatelectronic boxes (SEBs) 45 spaced about the aircraft cabin, and videodisplay units (VDUs) 47 for the passengers and which are connected tothe SEBs. In the illustrated embodiment, the system 30 receives,distributes, and decodes the DBS transmissions from the DBS satellite33. In other embodiments, the system 30 may receive video or TV signalsfrom other classes of satellites as will be readily appreciated by thoseskilled in the art.

The antenna system 35 delivers DBS signals to the MRMs 40 forprocessing. For example, each MRM 40 may include twelve DBS receiversand twelve video/audio RF modulators. The twelve receivers recover thedigitally encoded multiplexed data for twelve television programs aswill be appreciated by those skilled in the art.

As shown in the more detailed schematic diagram of FIGS. 2A and 2B, anaudio video modulator (AVM) 50 is connected to the MRMs 40, as well as anumber of other inputs and outputs. The AVM 50 illustratively receivesinputs from an external camera 52, as well as one or more other videosources 54, such as videotape sources, and receives signal inputs fromone or more audio sources 56 which may also be prerecorded, for example.A PA keyline input and PA audio input are provided for passenger addressand video address override. Audio for any receiver along with anassociated keyline are provided as outputs from the MRM so that theaudio may be broadcast over the cabin speaker system, for example, aswill also be appreciated by those skilled in the art. In the illustratedembodiment, a control panel 51 is provided as part of the AVM 50. Thecontrol panel 51 not only permits control of the system, but alsodisplays pertinent system information and permits various diagnostic ormaintenance activities to be quickly and easily performed.

The AVM 50 is also illustratively coupled to a ground data link radiotransceiver 57, such as for permitting downloading or uploading of dataor programming information. The AVM 50 is also illustratively interfacedto an air-to-ground telephone system 58 as will be appreciated by thoseskilled in the art.

The AVM 50 illustratively generates a number of NTSC video outputs whichmay be fed to one or more retractable monitors 61 spaced throughout thecabin. Power is preferably provided by the aircraft 400 Hz AC powersupply as will also be appreciated by those skilled in the art. Ofcourse, in some embodiments, the retractable monitors may not be needed.

The MRMs 40 may perform system control, and status monitoring. An RFdistribution assembly (RDA) 62 can be provided to combine signals from anumber of MRMs, such as four, for example. The RDA 62 combines the MRMRF outputs to create a single RF signal comprising up to 48 audio/videochannels, for example. The RDA 62 amplifies and distributes thecomposite RF signal to a predetermined number of zone cable outputs.Eight zones are typical for a typical narrow-body single-aisle aircraft31. Depending on the aircraft, not all eight outputs may be used. Eachcable will serve a zone of seatgroups 65 in the passenger cabin.

Referring now more specifically to the lower portion of FIG. 2B and alsoto FIG. 3, distribution of the RF signals and display of video to thepassengers is now further described. Each zone cable 41 feeds the RFsignal to a group of contiguous seatgroups 65 along either the right orlefthand side of the passenger aisle. In the illustrated embodiment, theseatgroup 65 includes three side-by-side seats 66, although this numbermay also be two for other types of conventional narrow-body aircraft.

The distribution cables 41 are connected to the first SEB 45 in eachrespective right or left zone. The other SEBs 45 are daisy-chainedtogether with seat-to-seat cables. The zone feed, and seat-to-seatcables preferably comprise an RF audio-video coaxial cable, a 400 cyclepower cable, and RS 485 data wiring.

For each seat 66 in the group 65, the SEB 45 tunes to and demodulatesone of the RF modulated audio/video channels. The audio and video areoutput to the passenger video display units (VDUs) 68 and headphones 70,respectively. The tuner channels are under control of the passengercontrol unit (PCU) 71, typically mounted in the armrest of the seat 66,and which also carries a volume control.

Each VDU 68 may be a flat panel color display mounted in the seatback.The VDU 68 may also be mounted in the aircraft bulkhead in otherconfigurations as will be appreciated by those skilled in the art. TheVDU 68 will also typically include associated therewith a user paymentcard reader 72. The payment card reader 72 may be a credit card reader,for example, of the type that reads magnetically encoded informationfrom a stripe carried by the card as the user swipes the card through aslot in the reader as will be appreciated by those skilled in the art.In some embodiments, the credit card data may be processed on theaircraft to make certain processing decisions relating to validity, suchas whether the card is expired, for example. As described in greaterdetail below, the payment card reader 72 may also be used as the singleinput required to activate the system for enhanced user convenience.

Having now generally described the major components of the in-flightentertainment system 30 and their overall operation, the description nowis directed to several important features and capabilities of the systemin greater detail. One such feature relates to flexibility orupgradability of the system as may be highly desirable for many airlinecarriers. In particular, the system 30 is relatively compact andrelatively inexpensive so that it can be used on narrow-body aircraft31, that is, single-aisle aircraft. Such narrow-body aircraft 31 are insharp contrast to wide-body aircraft typically used on longer overseasflights and which can typically carry greater volumes and weight. Thenarrow-body aircraft 31 are commonly used on shorter domestic flights

The system 30, for example, can be first installed to provide onlyaudio. In addition, the first class passengers may be equipped with seatback VDUs 68, while the coach section includes only aisle mounted videoscreens. The important aspect that permits upgradability is that thefull cable distribution system is installed initially to thereby havethe capacity to handle the upgrades. In other words, the presentinvention permits upgrading and provides reconfiguration options to theair carrier for an in-flight entertainment system and while reducingdowntime for such changes.

The cable distribution system is modeled after a conventional groundbased cable TV system in terms of signal modulation, cabling, drops,etc. Certain changes are made to allocate the available channels, suchas forty-eight, so as not to cause potential interference problems withother equipment aboard the aircraft 31 as will be appreciated by thoseskilled in the art. In addition, there are basically no activecomponents along the cable distribution path that may fail, for example.The cable distribution system also includes zones of seatgroups 66. Thezones provide greater robustness in the event of a failure. The zonescan also be added, such as to provide full service throughout the cabin.

Referring now additionally to the flow chart of FIG. 4, a method forinstalling and operating an aircraft in-flight entertainment system inaccordance with the invention is now described. After the start (Block80), the method preferably comprises installing at least oneentertainment source on the aircraft at Block 82. The entertainmentsource may include a satellite TV source, such as provided by the DBSantenna system 35 and MRMs 40 described above. The method at Block 84also preferably includes installing a plurality of spaced apart signaldistribution devices, each generating audio signals for at least onepassenger in an audio-only mode, and generating audio and video signalsto at least one passenger in an audio/video mode. These devices may bethe SEBs 45 described above as will be readily appreciated by thoseskilled in the art. The SEBs 45 include the capability for both audioand video when initially installed to thereby provide the flexibilityfor upgrading.

At Block 86 the cable network is installed on the aircraft 31 connectingthe at least one entertainment source to the signal distributiondevices. In other words, the MRMs 40 are connected to the SEBs 45 in thevarious equipped zones throughout the aircraft 31. Operating theaircraft in-flight entertainment system 30 at Block 88 with at least onepredetermined signal distribution device in the audio-only mode, permitsinitial weight and cost savings since the VDUs 68, for example, may notneed to be initially installed for all passengers as will be appreciatedby those skilled in the art. For example, a carrier may initially decideto equip first class passengers with both video and audio entertainmentoptions, while coach passengers are initially limited to audio only.Hence, the cost of the VDUs 68 for the coach passengers is initiallydeferred.

Installing the cabling 41 and SEBs 45 at one time will result insubstantial time and labor savings as compared to a piecemeal approachto adding these components at a later time as needed. Accordingly,should an upgrade be desired at Block 90, this may be readilyaccomplished by connecting at least one VDU 68 to the at least onepredetermined signal distribution device, or SEB 45, to operate in theaudio/video mode and while leaving the cable network unchanged (Block92). Accordingly, the downtime experienced by air carrier is greatlyreduced over other systems which require significant recabling and otherdifficult equipment installation operations for upgrading. The method isparticularly advantageous for a single-aisle narrow-body aircraft 31 asshown in the illustrated embodiment, where cost effectiveness and lowweight are especially important.

As noted above, the entertainment source may preferably comprise a DBSreceiver. The step of later upgrading may further comprise leaving theat least one predetermined signal distribution device, such as the SEB45, unchanged. The step of installing the cable network 41 may compriseinstalling coaxial cable, power cable and data cable throughout theaircraft as also described above. The step of later upgrading mayinclude installing at least one VDU 68 in the aircraft 31, such as onbacks of passenger seats 66.

Of course, the aircraft 31 in some embodiments may include differentseating classes as will be appreciated by those skilled in the art.Accordingly, another important aspect of the invention relates tooffering different entertainment services based upon the differentseating classes at Block 94. In addition, the different seating classesmay be reconfigurable, and the step of reconfiguring offeredentertainment services may then be based upon reconfiguring of theseating classes. The offering of different entertainment services maycomprise offering different packages of television channels, forexample. In addition, the step of offering different entertainmentservices may comprise offering audio-only and audio/video modes ofoperation based upon seating classes.

Yet another aspect of the invention relates to a method for operating anaircraft in-flight entertainment system 30 for an aircraft 31 whenseating classes are reconfigured. Continuing down the flowchart of FIG.4, this aspect of the method preferably comprises determining whether areconfiguration is desired at Block 96, and reconfiguring offeredentertainment services based upon reconfiguring of the seating classesat Block 98 before stopping at Block 100. For example, the step ofoffering different entertainment services may include offering differentpackages of television channels. Alternately, the step of offeringdifferent entertainment services may comprise offering audio-only andaudio/video modes of operation based upon seating classes. In eithercase, the reconfiguring can be readily accomplished using the existingcable distribution network 41 and distribution devices, that is, SEBs 45as will be appreciated by those skilled in the art.

The various upgrading and reconfiguring aspects of the in-flightentertainment system 30 can be performed in a reverse sequence than thatillustrated in FIG. 4 and described above. Of course, the upgrade stepsmay be practiced without the later reconfiguring steps as will beappreciated by those skilled in the art.

To further illustrate the method aspects, the flowchart of FIG. 5 isdirected to the subset of offering different services and laterreconfiguring those services based upon reconfiguring seating. Moreparticularly, from the start (Block 110), the in-flight entertainmentsystem 30 is installed at Block 112 and operated (Block 114) offeringdifferent services based upon seating class, such as offering video tofirst class passengers, and offering only audio to non-first classpassengers. If it is determined that the seating should be reconfiguredat Block 116, then the in-flight entertainment system 30 can be readilyreconfigured at Block 118 before stopping (Block 120).

Turning now additionally to FIGS. 6 and 7, advantages and features ofthe antenna system 35 are now described in greater detail. The antennasystem 35 includes an antenna 136 which may be positioned or steered byone or more antenna positioners 138 as will be appreciated by thoseskilled in the art. In addition, one or more position encoders 141 mayalso be associated with the antenna 136 to steer the antenna to therebytrack the DBS satellite or satellites 33. Of course, a positioning motorand associated encoder may be provided together within a common housing,as will also be appreciated by those skilled in the art. In accordancewith one significant advantage of the present invention, the antenna 136may be steered using received signals in the relatively wide bandwidthof at least one DBS transponder.

More particularly, the antenna system 35 includes an antenna steeringcontroller 142, which, in turn, comprises the illustrated fulltransponder bandwidth received signal detector 143. This detector 143generates a received signal strength feedback signal based upon signalsreceived from the full bandwidth of a DBS transponder rather than asingle demodulated programming channel, for example. Of course, in otherembodiments the same principles can be employed for other classes ortypes of satellites than the DBS satellites described herein by way ofexample.

In the illustrated embodiment, the detector 143 is coupled to the outputof the illustrated intermediate frequency interface (IFI) 146 whichconverts the received signals to one or more intermediate frequenciesfor further processing by the MRMs 40 as described above and as will bereadily appreciated by those skilled in the art. In other embodiments,signal processing circuitry, other than that in the IFI 146 may also beused to couple the received signal from one or more full satellitetransponders to the received signal strength detector 143 as will alsobe appreciated by those skilled in the art.

A processor 145 is illustratively connected to the received signalstrength detector 143 for controlling the antenna steering positioners138 during aircraft flight and based upon the received signal strengthfeedback signal. Accordingly, tracking of the satellite or satellites 33is enhanced and signal service reliability is also enhanced.

The antenna steering controller 142 may further comprise at least oneinertial rate sensor 148 as shown in the illustrated embodiment, such asfor roll, pitch or yaw as will be appreciated by those skilled in theart. The rate sensor 148 may be provided by one or more solid stategyroscopes, for example. The processor 145 may calibrate the rate sensor148 based upon the received signal strength feedback signal.

The illustrated antenna system 35 also includes a global positioningsystem (GPS) antenna 151 to be carried by the aircraft fuselage 32. Thismay preferably be provided as part of an antenna assembly package to bemounted on the upper portion of the fuselage. The antenna assembly mayalso include a suitable radome, not shown, as will be appreciated bythose skilled in the art. The antenna steering controller 142 alsoillustratively includes a GPS receiver 152 connected to the processor145. The processor 145 may further calibrate the rate sensor 148 basedupon signals from the GPS receiver as will be appreciated by thoseskilled in the art.

As will also be appreciated by those skilled in the art, the processor145 may be a commercially available microprocessor operating understored program control. Alternately, discrete logic and other signalprocessing circuits may be used for the processor 145. This is also thecase for the other portions or circuit components described as aprocessor herein as will be appreciated by those skilled in the art. Theadvantageous feature of this aspect of the invention is that the full orsubstantially full bandwidth of the satellite transponder signal isprocessed for determining the received signal strength, and thisprovides greater reliability and accuracy for steering the antenna 136.

Another advantage of the antenna system 35 is that it may operateindependently of the aircraft navigation system 153 which isschematically illustrated in the lower righthand portion of FIG. 6. Inother words, the aircraft 31 may include an aircraft navigation system153, and the antenna steering controller 142 may operate independentlyof this aircraft navigation system. Thus, the antenna steering mayoperate faster and without potential unwanted effects on the aircraftnavigation system 153 as will be appreciated by those skilled in theart. In addition, the antenna system 35 is also particularlyadvantageous for a single-aisle narrow-body aircraft 31 where costeffectiveness and low weight are especially important.

Turning now additionally to FIG. 8, another embodiment of the antennasystem 35′ is now described which includes yet further advantageousfeatures. This embodiment is directed to functioning in conjunction withthe three essentially collocated geostationary satellites for theDIRECTV® DBS service, although the invention is applicable in othersituations as well. For example, the DIRECTV® satellites may bepositioned above the earth at 101 degrees west longitude and spaced 0.5degrees from each other. Of course, these DIRECTV® satellites may alsobe moved from these example locations, and more than three satellitesmay be so collocated. Considered in somewhat broader terms, thesefeatures of the invention are directed to two or more essentiallycollocated geostationary satellites. Different circular polarizationsare implemented for reused frequencies as will be appreciated by thoseskilled in the art.

In this illustrated embodiment, the antenna 136′ is a multi-beam antennahaving an antenna boresight (indicated by reference B), and alsodefining right-hand circularly polarized (RHCP) and left-hand circularlypolarized (LHCP) beams (designated RHCP and LHCP in FIG. 8) which areoffset from the antenna boresight. Moreover, the beams RHCP, LHCP areoffset from one another by a beam offset angle α which is greatlyexaggerated in the figure for clarity. This beam offset angle α is lessthan the angle β defined by the spacing defined by the satellites 33 a,33 b. The transponder or satellite spacing angle β is about 0.5 degrees,and the beam offset angle α is preferably less than 0.5 degrees, and maybe about 0.2 degrees, for example.

The beam offset angle provides a squinting effect and which allows theantenna 136′ to be made longer and thinner than would otherwise berequired, and the resulting shape is highly desirable for aircraftmounting as will be appreciated by those skilled in the art. Thesquinting also allows the antenna to be constructed to have additionalsignal margin when operating in rain, for example, as will also beappreciated by those skilled in the art.

The multi-beam antenna 136′ may be readily constructed in a phased arrayform or in a mechanical form as will be appreciated by those skilled inthe art without requiring further discussion herein. Aspects of similarantennas are disclosed in U.S. Pat. No. 4,604,624 to Amitay et al.; U.S.Pat. No. 5,617,108 to Silinsky et al.; and U.S. Pat. No. 4,413,263 alsoto Amitay et al.; the entire disclosures of which are incorporatedherein by reference.

The processor 145′ preferably steers the antenna 136′ based uponreceived signals from at least one of the RHCP and LHCP beams which areprocessed via the IFI 142′ and input into respective received signalstrength detectors 143 a, 143 b of the antenna steering controller 142′.In one embodiment, the processor 145′ steers the multi-beam antenna 136′based on a selected master one of the RHCP and LHCP beams and slaves theother beam therefrom.

In another embodiment, the processor 145′ steers the multi-beam antenna136′ based on a predetermined contribution from each of the RHCP andLHCP beams. For example, the contribution may be the same for each beam.In other words, the steering or tracking may such as to average thereceived signal strengths from each beam as will be appreciated by thoseskilled in the art. As will also be appreciated by those skilled in theart, other fractions or percentages can also be used. Of course, theadvantage of receiving signals from two different satellites 33 a, 33 bis that more programming channels may then be made available to thepassengers.

The antenna system 35′ may also advantageously operate independent ofthe aircraft navigation system 153′. The other elements of FIG. 8 areindicated by prime notation and are similar to those described abovewith respect to FIG. 6. Accordingly, these similar elements need nofurther discussion.

Another aspect of the invention relates to the inclusion of adaptivepolarization techniques which may be used to avoid interference fromother satellites. In particular, low earth orbit satellites (LEOS) areplanned which may periodically be in position to cause interference withthe signal reception by the in-flight entertainment system 30. Adaptivepolarization techniques would also be desirable should assigned orbitalslots for satellites be moved closer together.

Accordingly, the processor 145′ may preferably be configured to performadaptive polarization techniques to avoid or reduce the impact of suchpotential interference. Other adaptive polarization techniques may alsobe used. Suitable adaptive polarization techniques are disclosed, forexample, in U.S. Pat. No. 5,027,124 to Fitzsimmons et al; U.S. Pat. No.5,649,318 to Lusignan; and U.S. Pat. No. 5,309,167 to Cluniat et al. Theentire disclosures of each of these patents is incorporated herein byreference. Those of skill in the art will readily appreciate theimplementation of such adaptive polarization techniques with thein-flight entertainment system 30 in accordance with the presentinvention without further discussion.

Other aspects and advantages of the in-flight entertainment system 30 ofthe present invention are now explained with reference to FIGS. 9-11.The system 30 advantageously incorporates a number of self-test ormaintenance features. As will be appreciated by those skilled in theart, the maintenance costs to operate such a system 30 could besignificantly greater than the original purchase price. Accordingly, thesystem 30 includes test and diagnostic routines to pinpoint defectiveequipment. In particular, the system 30 provides the graphicalrepresentation of the aircraft seating arrangement to indicate class ofservice, equipment locations, and failures of any of the variouscomponents to aid in maintenance.

As shown in FIG. 9, the system 30 includes a control panel display 51,and a processor 160 connected to the control panel display. The controlpanel display 51 and processor 160 may be part of the AVM 50 (FIG. 1),but could be part of one or more of the MRMs 40 (FIG. 1), or part ofanother monitoring device as will be appreciated by those skilled in theart. The control panel display 51 may be touch screen type displayincluding designated touch screen input areas 163 a-163 d to also acceptuser inputs as would also be appreciated by those skilled in the art.

More particularly, the processor 160 generates a seating layout image170 of the aircraft on the control panel display 51 with locations ofthe signal distribution devices located on the seating layout image.These locations need not be exact, but should be sufficient to directthe service technician to the correct left or right side of thepassenger aisle, and locate the seatgroup and/or seat location for thedefective or failed component. In addition, the locations need not beconstantly displayed; rather, the location of the component may only bedisplayed when service is required, for example.

The processor 160 also preferably generates information relating tooperation of the signal distribution devices on the display. The signaldistribution devices, for example, may comprise demodulators (SEBs 45),modulators (MRMs 40), or the video passenger displays (VDUs 68), forexample. Accordingly, a user or technician can readily determine afaulty component and identify its location in the aircraft.

As shown in the illustrated embodiment of FIG. 9, the representativeinformation is a failed power supply module of the #4 SEB of zone 5. InFIG. 10, the information is for a failed #4 MRM. This information isillustratively displayed in text with an indicator pointing to thelocation of the device. In other embodiments, a flashing icon or changeof color could be used to indicate the component or signal distributiondevice requiring service as will be appreciated by those skilled in theart.

This component mapping and service needed feature of the invention canbe extended to other components of the system 30 as will be readilyappreciated by those skilled in the art. For example, the processor 160may further generate information relating to operation of theentertainment source, such as the DBS receiver, or its antenna as shownin FIG. 11. Again, the technician may be guided to the location of thefailed component from the seat image layout 170.

Returning again briefly to FIG. 9, another aspect of the inventionrelates to display of the correct seating layout 170 for thecorresponding aircraft 31. As shown, the display 51 may also include anaircraft-type field 171 which identifies the particular aircraft, suchas an MD-80. The corresponding seating layout data can be downloaded tothe memory 162 or the processor 160 by a suitable downloading device,such as the illustrated laptop computer 161. In other embodiments, theprocessor 160 may be connected to a disk drive or other data downloadingdevice to receive the seat layout data.

The seat layout data would also typically include the data for thecorresponding locations of the devices installed as part of thein-flight entertainment system 30 on the aircraft as will be appreciatedby those skilled in the art. Accordingly, upgrades or changes in thesystem 30 configuration may thus be readily accommodated.

Another aspect of the invention relates to a soft failure mode and isexplained with reference to FIGS. 12 and 13. A typical DBS systemprovides a default text message along the lines “searching forsatellite” based upon a weak or missing signal from the satellite. Ofcourse, an air traveler may become disconcerted by such a message, sincesuch raises possible questions about the proper operation of theaircraft. In other systems, a weak received signal may cause thedisplayed image to become broken up, which may also be disconcerting tothe air traveler.

The system 30 as shown in FIG. 12 of the present invention includes aprocessor 175 which may detect the undesired condition in the form of aweak or absent received signal strength, and cause the passenger videodisplay 68 to display a substitute image. More particularly, theprocessor 175 may be part of the AVM 50 as described above, could bepart of another device, such as the MRM 40, or could be a separatedevice.

The processor 175 illustratively includes a circuit or portion 176 fordetermining a weak received signal strength as will be appreciated bythose skilled in the art. Suitable circuit constructions for the weakreceived signal strength determining portion or circuit 176 will bereadily appreciated by those skilled in the art, and require no furtherdiscussion herein. The threshold for the weak received signal strengthdetermining portion or circuit 176 can preferably be set so as totrigger the substitute image before substantial degradation occurs, orbefore a text default message would otherwise be triggered, depending onthe satellite service provider, as would be appreciated by those skilledin the art. In addition, the substitute image could be triggered for asingle programming channel upon a weakness or loss of only that singleprogramming channel, or may be generated across the board for allprogramming channels as will be readily appreciated by those skilled inthe art.

In the illustrated system 30 of FIG. 12, a substitute image storagedevice 178 is coupled to the processor 175. This device 178 may be adigital storage device or a video tape player, for example, for causingthe passenger video display 68 to show a substitute image. For example,the image could be a text message, such as “LiveTV™ Service TemporarilyUnavailable, Please Stand By”. Of course, other similar messages orimages are also contemplated by the invention, and which tend to behelpful to the passenger in understanding a loss of programming servicehas occurred, but without raising unnecessary concern for the properoperation of the aircraft 31 to the passenger.

This concept of a soft failure mode, may also be carried forward orapplied to a component malfunction, for example. As shown in the system30′ of FIG. 13, a component malfunctioning determining portion orcircuit 177′ is added to the processor 175′ and can be used incombination with the weak received signal strength determining portion176′. Of course, in other embodiments the malfunction determiningcircuit portion 177′ could be used by itself. Again, rather than have adisconcerting image appear on the passenger's video display 68, asubstitute image may be provided. Those of skill in the art willappreciate that the weak received signal strength and componentmalfunction are representative of types of undesired conditions that thepresent system 30 may determine and provide a soft failure mode for. Theother elements of FIG. 13 are indicated by prime notation and aresimilar to those described above with respect to FIG. 12. Accordingly,these similar elements need no further discussion.

Yet another advantageous feature of the invention is now explained withreference to FIG. 14. Some commercial aircraft provide, on a commoncabin display or overhead monitor, a simulated image of the aircraft asit moves across a map between its origin and destination. The image mayalso include superimposed data, such as aircraft position, speed,heading, altitude, etc. as will be appreciated by those skilled in theart.

The in-flight entertainment system 30 of the invention determines orreceives the aircraft position during flight and generates a moving mapimage 195 of the aircraft as a flight information video channel. Variousflight parameters 196 can also be displayed along with the moving mapimage 195. This flight information channel is offered along with the DBSprogramming channels during aircraft flight. In the illustratedembodiment, the passenger may select the flight information channel tobe displayed on the passenger video display 68 using the passengercontrol unit (PCU) 71 which is typically mounted in the armrest asdescribed above. In other words, the flight information channel isintegrated along with the entertainment programming channels from theDBS system.

As shown in the illustrated embodiment, the moving map image 195including other related text, such as the flight parameters 196, may begenerated by the illustrated AVM 50 and delivered through the signaldistribution network 41 to the SEB 45. Since the antenna steeringcontroller 142 (FIG. 6) includes circuitry for determining the aircraftposition, etc., these devices may be used in some embodiments forgenerating the moving map image as will be appreciated by those skilledin the art.

For example, the GPS receiver 152 and its antenna 151 can be used todetermine the aircraft position. The GPS receiver 152 is also used tosteer the antenna in this embodiment. In other embodiments a separateGPS receiver may be used as will be appreciated by those skilled in theart. As will also be appreciated by those skilled in the art, theinertial rate sensor(s) 148 of the antenna steering controller 142 mayalso be used in some embodiments for generating flight information.

The processor 190 illustratively includes a parameter calculator 191 forcalculating the various displayed flight parameters 196 from theposition signal inputs as will be appreciated by those skilled in theart. For example, the parameter calculator 191 of the processor 190 maydetermine at least one of an aircraft direction, aircraft speed andaircraft altitude for display with the map image. Information may alsobe acquired from other aircraft systems, such as an altimeter 197, forexample, as will be appreciated by those skilled in the art. Also, theillustrated embodiment includes a map image storage device 192 which mayinclude the various geographic maps used for the moving map image 195.

Weather information may also be added for display along with the movingmap image 195. Further details on the generation and display of movingmap images may be found in U.S. Pat. No. 5,884,219 to Curtwright et al.and U.S. Pat. No. 5,992,882 to Simpson et al., the entire disclosures ofwhich are incorporated herein by reference.

Referring now briefly additionally to FIG. 15, another embodiment of thesystem 30 including the capability to display a flight informationchannel among the offered DBS or satellite TV channels is now described.In this embodiment, a moving map image generator 198′ is added as aseparate device. In other words, in this embodiment, the flight channelsignal is only carried through the distribution cable network 41′ anddelivered via the SEB 45′ to the passenger video display 68, and thereis no interface to the components of the antenna steering controller 142as in the embodiment described with reference to FIG. 14. In thisembodiment, the moving map image generator 198′ may include its ownposition determining devices, such as a GPS receiver. Alternately, themoving map image generator 198′ may also receive the position data oreven the image signal from a satellite or terrestrial transmitter.

Referring now additionally to the flowchart of FIG. 16 and theassociated schematic block diagram of FIG. 17, another advantageousaspect of the invention relating to initiation and payment is nowdescribed. In particular, from the start (Block 200), the system 30 maybe first powered up and it performs its test and maintenance checks atBlock 202 as will be appreciated by those skilled in the art. If thesystem components are determined to be operating correctly (Block 204),the payment card readers 72 are monitored at Block 208. If there is afailure, an alarm may be generated (Block 206) so that corrective actionmay be taken.

The payment card 220 carried and presented by the passenger for paymentmay be a credit card, for example, and which includes a plasticsubstrate 221 and a magnetic stripe 222 thereon. The payment card 210may also be a debit card, an automated teller machine (ATM) card, afrequent flyer card, or a complimentary card provided by the airline orthe entertainment service provider for example. Other types of paymentcards are also contemplated by the present invention as will beappreciated by those skilled in the art. The magnetic stripe 222includes identification information thereon, and may also includeexpiration data encoded as will be appreciated by those skilled in theart. In the illustrated embodiment, the card reader 72 is a swipe-typereader, wherein the passenger simply swipes the correctly oriented card220 through a receiving channel or slot.

Other types of card readers are also contemplated by the presentinvention as will be appreciated by those skilled in the art. Forexample, the system 30 can also be readily compatible with smart cardtechnology. A smart card reader 225 is shown in the righthand portion ofFIG. 17. As will be understood by those skilled in the art, the smartcard 226 may include a plastic substrate 227 which carries an integratedcircuit 228. The integrated circuit 228 is read or communicated with toarrange for payment. The connection to the integrated circuit 228 may bethrough contacts 229 carried by the substrate 227, or can be throughshort range wireless coupling as will be appreciated by those skilled inthe art.

In the illustrated embodiment, the passenger video display 68 isconnected to the SEB 45, which in turn is connected, via the cablenetwork 41, to the upstream DBS receiver as explained in detail above.The SEB 45 is also connected to the PCU 71 to permit user channelselection, volume control, etc. as will be appreciated by those skilledin the art. Passenger headphones 70 are also illustratively connected tothe PCU 71.

On a typical narrow-body aircraft 31, the flight attendants are busyserving food and beverages during the relatively short duration of theflight. Accordingly, if the system 30 could only be manually initiatedby the flight attendant after handling a cash exchange, such would bevery impractical.

In accordance with the present invention, passenger and airlineconvenience are greatly enhanced based upon using the passenger'spresentation of his payment card 220 to initiate service. In otherwords, returning again to the flowchart of FIG. 16, if a monitored cardreader 72 is determined to have had a card 220 presented thereto (Block210), the card is read at Block 212.

The processor 230 of the SEB 45 may include a validity check module 231to perform certain basic validity checks on the read data as will beappreciated by those skilled in the art. For example, the processor 230could provide a check of the validity of the expiration date of thepayment card 220. Other validity checks could also be performed,although contact with an authorization center would not typically bedesired. For example, the payment card type could also be checkedagainst a preprogrammed list of acceptable or authorized card types. Forexample, the identifying data may indicate whether the card is anAmerican Express, VISA, Delta Airlines, or service providercomplimentary card.

In addition, a data validity or numerical sequence test, such as a CRCtest, could be performed on the data to determine its validity. Forexample, the data may include data necessary to the financialtransaction, such as the account number, person's name, expiration date,etc. and additional data which causes the data collectively to pass acertain mathematical function test. In other words, if the card 220 wasinvalid as determined at Block 214, service could be denied, and/or acertain number of retries could be permitted.

At Block 216, if the optional validity check is successful, theselection and display of the programming channels is enabled beforestopping (Block 218). Moreover, in accordance with the invention, theonly needed or required initiation input from the passenger is thepresentation of a valid payment card 220. The passenger need not enterpersonalized passwords or hard to remember codes. Accordingly, passengerconvenience is greatly enhanced. Risk of revenue loss to the airline isalso relatively small since the airline has a record of the assignedpassenger for each seat. In addition, the service fee is relativelysmall.

Although the payment reader 72 has been described for a payment card220, the invention is also more broadly applicable to any user carriedtoken which includes identifying date thereon for payment. Accordingly,many modifications and other embodiments of the invention will come tothe mind of one skilled in the art having the benefit of the teachingspresented in the foregoing descriptions and the associated drawings. Inaddition, other features relating to the aircraft in-flightentertainment system are disclosed in copending patent applicationsfiled concurrently herewith and assigned to the assignee of the presentinvention and are entitled AIRCRAFT IN-FLIGHT ENTERTAINMENT SYSTEMHAVING ENHANCED MAINTENANCE FEATURES AND ASSOCIATED METHODS, attorneywork docket number 59009; AIRCRAFT IN-FLIGHT ENTERTAINMENT SYSTEM HAVINGWIDEBAND ANTENNA STEERING AND ASSOCIATED METHODS, attorney work docketnumber 59010; AIRCRAFT IN-FLIGHT ENTERTAINMENT SYSTEM HAVING ENHANCEDANTENNA STEERING AND ASSOCIATED METHODS, attorney work docket number59011; AIRCRAFT IN-FLIGHT ENTERTAINMENT SYSTEM WITH SOFT FAIL AND FLIGHTINFORMATION AND FEATURES AND ASSOCIATED METHODS, attorney work docketnumber 59013; and AIRCRAFT IN-FLIGHT ENTERTAINMENT SYSTEM HAVINGCONVENIENT SERVICE INITIATION AND ASSOCIATED METHODS, attorney workdocket number 59014, the entire disclosures of which are incorporatedherein in their entirety by reference. Therefore, it is to be understoodthat the invention is not to be limited to the specific embodimentsdisclosed, and that modifications and embodiments are intended to beincluded within the scope of the appended claims.

That which is claimed is:
 1. A method for installing and operating anaircraft in-flight entertainment system comprising: installing at leastone entertainment source on the aircraft; installing a plurality ofsignal distribution devices spaced throughout the aircraft, each signaldistribution device generating audio signals for at least one passengerin an audio-only mode, and generating audio and video signals for atleast one passenger in an audio/video mode; installing a cable networkon the aircraft connecting the at least one entertainment source to thesignal distribution devices, the cable network comprising common cablingcarrying the audio signals for the at least one passenger in theaudio-only mode, and carrying the audio and video signals for the atleast one passenger in the audio/video mode; operating the aircraftin-flight entertainment system with at least one predetermined signaldistribution device in the audio-only mode; and later upgrading theaircraft in-flight entertainment system by connecting at least onepassenger video display to the at least one predetermined signaldistribution device to operate in the audio/video mode and while leavingthe cable network unchanged.
 2. A method according to claim 1 whereininstalling at least one entertainment source comprises installing asatellite television (TV) receiver.
 3. A method according to claim 1wherein installing at least one entertainment source comprisesinstalling a direct broadcast satellite (DBS) receiver.
 4. A methodaccording to claim 1 wherein later upgrading further comprises leavingthe at least one predetermined distribution device unchanged.
 5. Amethod according to claim 1 wherein installing the cable networkcomprises installing coaxial cable, power cable and data cablethroughout the aircraft.
 6. A method according to claim 1 wherein laterupgrading comprises installing at least one passenger video display inthe aircraft.
 7. A method according to claim 6 wherein installing the atleast one passenger video display comprises installing video displays onbacks of passenger seats.
 8. A method according to claim 1 wherein theaircraft includes different seating classes; and further comprisingoffering different entertainment services based upon seating classes. 9.A method according to claim 8 wherein the different seating classes arereconfigurable; and further comprising reconfiguring offeredentertainment services based upon reconfiguring of the seating classes.10. A method according to claim 8 wherein offering differententertainment services comprises offering different packages oftelevision channels.
 11. A method according to claim 8 wherein offeringdifferent entertainment services comprises offering audio-only andaudio/video modes of operation based upon seating classes.
 12. A methodaccording to claim 1 wherein the aircraft is a narrow-body aircrafthaving a single longitudinal passenger aisle.
 13. A method for upgradingan aircraft in-flight entertainment system in an aircraft includingfirst and second classes of passengers, the aircraft in-flightentertainment system comprising a satellite television (TV) receiver, aplurality of spaced apart signal distribution devices and generatingaudio and video signals for at least one first class passenger in anaudio/video mode and generating audio signals for at least one secondclass passenger in an audio-only mode, and a cable network connectingthe satellite TV receiver to the signal distribution devices, the cablenetwork comprising common cabling for carrying the audio and videosignals to the at least one first class passenger, and carrying theaudio signals to the at least one second class passenger, the methodcomprising: installing at least one passenger video display for the atleast one second class passenger; and connecting at least onepredetermined signal distribution device for the second class passengersto the at least one video display to operate in the audio/video mode andwhile leaving the cable network unchanged to thereby upgrade theaircraft in-flight entertainment system.
 14. A method according to claim13 wherein the satellite TV receiver comprises a direct broadcastsatellite (DBS) receiver.
 15. A method according to claim 13 whereinlater upgrading further comprises leaving the at least one predeterminedsignal distribution device unchanged.
 16. A method according to claim 13wherein installing the at least one passenger video display comprisesinstalling video displays on backs of passenger seats.
 17. A methodaccording to claim 13 wherein the aircraft is a narrow-body aircrafthaving a single longitudinal passenger aisle.
 18. A method for operatingan aircraft in-flight entertainment system comprising a satellitetelevision (TV) receiver, a plurality of spaced apart signaldistribution devices having a capacity to present differententertainment services, and a cable network connecting the satellite TVreceiver to the signal distribution devices, the cable networkcomprising common cabling for carrying different signals to differentseating classes in the aircraft, the method comprising: offeringdifferent entertainment services based upon the seating classes; andreconfiguring offered entertainment services based upon reconfiguring ofthe seating classes and using existing in-flight entertainment systemcomponents.
 19. A method according to claim 18 wherein the satellite TVreceiver comprises a direct broadcast satellite (DBS) receiver.
 20. Amethod according to claim 18 wherein offering different entertainmentservices comprises offering different packages of television channels.21. A method according to claim 18 wherein offering differententertainment services comprises offering audio-only and audio/videomodes of operation based upon seating classes.
 22. A method according toclaim 18 wherein the aircraft is a narrow-body aircraft having a singlelongitudinal passenger aisle.